Beverley or Hasting tales please

[The AvgasDinosaur]

Learned contributors,
Anyone care to share their tales of Blackburn Beverley operations or Handley Page Hastings operations?
Please?
Thanks for your time and trouble.
Be lucky
David

[treadigraph]

If you can find a copy, "No Time on the Ground" by the late Ken Fitzroy includes a chapter on flying both, and is an entertaining read too.

[DeanoP]

There is, already, a thread on this subject. Search for 'Handley Page Hastings'.

[Fareastdriver]

Here's a piccy, an old faded Agfa, of a Beverly dropping our rations during Confrontation. The scene is the strip at Sepulot, in the middle of Sabah in 1966. In the foreground are 230 Sqn Whirlwing 10s and Gurkhas who manhandle the supplies.

They used to pack the aircraft the preceding evening until they changed to nylon chutes. They uses to stick together with the humidity overnight with predictable results.

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1300x2000/1_1_2010_906_79d5dba9e8f039a5e8c80bed56b001dba62ebeb0.jpg

[Helena Handbasket]

I have a couple of books on the Bev in service, one is by Bill Overton. They are both excellent references and were available on ABE books. I have been trying for years to get a copy of Gerry Hatt's book, Have Spanner-Will Travel, but it eludes me.

[Chris Kebab]

Don't just read about the Beverley - buy one! https://bid.gilbert-baitson.co.uk/auctions/7570/ibgi10619/lot-details/de133d6c-3cbe-44b4-bf34-ac0600cb36d7

[212man]

One of my UAS instructors had flown Beverleys. He told a tale of delivering one to Halton as they were being retired. The control yoke is on a shaft that goes into the instrument panel (like most light aircraft), and he and the co-pilot devised a plan that after landing they would hacksaw through the shafts and keep the yokes as souvenirs. They told their mates..... After shutting down, they proceeded to carry out the deed - apparently there were a lot of ‘twanging’ noises as the shaft stubs disappeared into the panel. On reaching whatever office it was, to hand over the F700s, they were passed a signal. It said the aircraft was required back urgently and would be handed over to Halton at a future date....,!

[Chugalug2]

212man, not a unique occurrence. The Hastings fleet went one by one for fire practice (£60 delivered fully serviceable) when the Hercs started arriving. A crew took one to an RAF station in Germany, and had to taxy to a remote part of the airfield as was usual on such deliveries. Much talk of buying duty frees before being swept up by another squadron aircraft, how much time they had to do that, etc etc. In the meantime the woods that lined their route were creeping ever closer to the taxyway. Of course the inevitable happened and a wing tip struck a tree. Not to worry, the aircraft was going to be struck off anyway, so nil further in the F700 and back to base in time for tea (if not medals). Similar signal to yours received at the squadron, and a penitent skipper had to explain all to the Boss. A quick phone call to Group and aircraft retrieval was cancelled. Sighs of relief all round!

[The AvgasDinosaur]

There is, already, a thread on this subject. Search for 'Handley Page Hastings'.
I have read that thread and sadly the vast majority of the photo links are broken. Nonetheless a truly remarkable read thanks for pointing it out, I’d missed it somehow, pre senile amnesia!
David

[Doctor Cruces]

One of my first bosses in the RAF, a lovely bloke called George Smith, told me he flew the last Hastings in the RAF. On trips around the USA ATC Centres kept asking him what a "TING" was on the flight plan and did they always go that slowly. Many tales just wish I could remember them.

[oldmansquipper]

My first encounter with life threatening situations was in a Beverley. As a young SAC I was sent on my first Overseas detachment post B/E training on exercise Sunspot with 50 Sqn (Vulcans) to Malta. To get us there, we were stuck up in the tail boom of a Bev. On take off to the west of Waddo I became aware that instead of climbing Bentley away towards Newark, we appeared to be descending a bit. The descent stopped and the engines continued to scream away as we completed a split ar*ed 180 to starboard. Passing OMQ almost on a level, I looked out and saw the blood wagon and several fire trucks, lights flashing, racing out towards the main runway. ‘Oh!’ I thought ‘someone’s in trouble!’ I noticed Q was passing under our stb wingtip....looking worryingly close. Shortly (very shortly) after, the great wings rolled level and I was aware that by the rumbling of the wheels, we had landed...the fire trucks and blood wagon were now headed our way. On parking up, the flt eng came to talk to us. Apparently one of the engines had gone into ‘auto feather’ or something on lift off we were committed at that point so the skipper used the drop off of the Lincoln edge to gain speed to turn back....

As my flying progressed over the years, and I learned a bit about EFATO, I often wondered why he didn’t just fly straight ahead and flop into Swinderby. Hey ho! We got to Malta eventually and had a great time. (Don’t ask about Straight Street, The G*ppo Queen, and initiation ceremonies for young airmen on their first overseas det)

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/600x288/57b9e537_ff34_4475_bc2f_5e0d326473f1_e5ab3bf51f4e7580bb04ec1 b699ca676c421a373.jpeg
50 Sqn on Ex Sunspot - I’m there in the ‘0’ somewhere...

[Army Mover]

Don't just read about the Beverley - buy one! https://bid.gilbert-baitson.co.uk/auctions/7570/ibgi10619/lot-details/de133d6c-3cbe-44b4-bf34-ac0600cb36d7
The last remaining piece of rolling stock (dining car) from the Berlin British Military Train is parked next to it, also for sale.

[oldmansquipper]

And another thing!

The Bev was not the fastest of transports, but I didn’t realise how slow it was until as we were flying down the Rhône valley at not very high height into the teeth of a gale and I noted that cars heading south on the Autoroute de soleil below us were actually overtaking us..

Happy days😁

[Cornish Jack]

Posted onto Bevs for my second ops tour after a first one in Aden on 'pigs'. What a change! Everything enormous - particularly the flight deck. The RAF's first Perf A aircraft and spectacular v2 climbs for air displays. Initially, 5 crew , Capt, Co , Nav, Sig and AQM - no .FE. Mainly electrics with the 'Hammond Organ' as the flight deck centre piece. The BTH units at the bottom of the HO usually needed 'impact servicing' on start-up, so the lower panels took on toe-cap outlines. The cover of the battery box on the flight deck made a 'morning after' recovery area and shielded the vast Nife cells. STR18 instead of 1154/55 meant we could actually make, and maintain, radio contact. 2300, ECB in the cruise gave around 165kts at 8-10,000. The Centaurii were oil thirsty and needed regular in-flight replenishment via the 'dog-kennel' transfer pump - a 'diet' of 20-a-day Woodbines didn't help! Para-drops could be made from the freight bay or the boom - apparently the boom was favoured --"like riding down a kid's slide". Initial trials of combined freight and paras was disconcerting - the paras (dummies) disappeared and were 'found' in the freight bay. This lead to the fitting of 'Elephant ears' either side externally. The ability to reverse on the ground was useful but, as discovered at Dishforth, needed the correct sequence of prop-interruptor switches (anti-ice) to avoid being stuck in reverse! They also discovered that applying the brakes in this condition was 'not a good thing'!! Started on 30 at Dishforth, went to 53 at Abingdon when 30 went to Eastleigh. One particular tragedy, but hugely enjoyed for many reasons, aeronautical and otherwise. Regrets? - it was almost never used for its design purpose and the Mk 2 ( 4 Tynes and pressurised) was turned down and would have given Fat Albert a run for its money! "Clear to join airways, level Fl 70 at Compton" A lifetime's experience in 2 and a half years!

[huge72]

My very first flight was in ''U'' a 47 Sqn Beverley at Abingdon in 1964. I was 11 years old and on Scout Camp at Youlbury near Oxford. We were visiting the station and totally unexpectedly were offered a flight doing circuits. It got me hooked on what turned out to be my career. If anyone has a long forgotten photo of the 47 Sqn ''U'' I really would appreciate a copy.

Some years later but still before I became aircrew I was an Ops Clerk in the Group Ops Room at Upavon. Flt Lt Arthur Hyland was a flow controller and used to regale us on nights with old Beverley tales. The one that sicks in my memory was that he got airborne fro El Adam enroute to UK and 2 1/2 hours later was still in the overhead as the head winds were so strong.

[Cornish Jack]

huge72 - Your mention of Arthur Hyland stirred up a host of memories! I flew with Arthur on 'Pigs', when he was a Flt Sgt pilot and, then later, on Bevs when he was commissioned. We were involved in unusual incidents in both aircraft and, in one case, he was responsible for my/our 'survival'; in the other, we agreed an unorthodox, but commonsense plan, which nearly 'turned to worms', but Lady Luck intervened!! The flight was post-route Customs check at Abingdon back to Dishforth, and he may well not have included it in the night-time "Bev tales he regaled you with"!!. Like so many ex-nco pilots, he was a superb 'stick and rudder' man and an all-round 'good bloke'.

[Chugalug2]

OP, you bemoaned the lack of pics surviving on the old Hastings thread so maybe you'd be interested in these (previously posted on the WWII Brevet thread). It was an impromptu formation fly past HQFEAF of all five aircraft present on the 48 Squadron line at Changi. The Boss had unwisely risen to the bait at a FEAF Guest Night and said they were all serviceable and that he could have them all airborne the following morning. The C in C thought that an excellent idea and looked forward to seeing them then. Hence when we turned up reporting bleary-eyed at 0900 (?) at the squadron, we were hurriedly briefed, transported to Western Dispersal, and flying past in formation within the hour.

https://cimg8.ibsrv.net/gimg/pprune.org-vbulletin/850x1164/48sqn01_630a580ea29b5e13651ff9716a669daea8db2c8e.jpg

[Fareastdriver]

By going to Google Earth and searching for Long Pasia, Sabah, you wil find the villiage of Long Pasir. A few hundred metres to the west just before the river one can see the outline of the old airstrip that was used during Confrontation in the 1960s. This airstrip was originally built buy the RE and it needed a fair amount of earth moved to complete it. The answer to this was an Air Portable Grader, of which the only example was in Singapore. This was asked for and it was flown to Labuan complete with specialist dispatch crew.

Local knowledge was not required so they prepared the grader for dropping the next day. The Beverley took off, positioned for the run in to Long Pasir and at precisely the right moment the grader slid out of the back.

I have mentioned nylon parachutes before.

Returning to Google Earth if you look at there southern end the is a irregularly shaped hole filled with water. It would have been deeper but the Gurkhas just filled it in over the top.

[Cornish Jack]

FED- Not always tropical humidity causing unchecked arrivals from the Bev. My first experience was dropping out of Abingdon on detachment from Dishforth. The load was a Land Rover on pallet. The load left and shortly afterwards, we got a call from the DZ controller " Your load took 7 seconds to leave the aircraft and 5 seconds to hit the ground". A swift 360 to the overhead and, there was our LR, still on its pallet but distinctly vertically challenged!:eek: 'Meat bombing' had its moments too!!

[BSD]

A (flight) engineer once told me....

He'd been a ground engineer on the Beverly. Based in Bahrain, it was tedious and uncomfortable when servicing the engines and working on the top of the aeroplane's wing, to wear the harness with a rope attached to a lug on the top of the wing. The idea being that if you fell from the great height of the Beverly wing, you would not hit the ground, but have your fall broken and be suspended above the ground. Hence, though officially required, it was never done.

Then, one day, with an inspection pending their "chiefie" decided that they would go and find the harnesses, plus the ropes, attach them to the top of the wings and leave them there. Should the inspection take place whilst they were working they would diligently wear them.

Having laid them out, they went off for a break. On returning, a gust of wind had blown the harnesses off the top. The harnesses, were all lying on the ground. The officially prescribed rope was too long!

[ancientaviator62]

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/1024x687/hastingsbermuda_sunset_8154aa48d5fce2f993cc23bc9a7563b17fbcb aba.jpg
Taken at Kindley Bermuda

[The AvgasDinosaur]

“(The story of how a Beverley was overloaded by 7000 lbs at Labuan is for another Thread on another day!)

Old Duffer”
From the Caribou thread, your contribution would be very much appreciated.
Thanks
David

[Timelord]

My experience of the Hastings is only training to be a Vulcan Nav Radar on the T5 out of Scampton. We used to get airborne with two or three student Nav Rads and weave intricate patterns in and out of Lindhome and Tumby Radar Bomb Scoring Units dropping dozens of Type 2 (High level, level) tone “bombs”. Occasionally when not on the scope we would pluck up the courage to venture towards the front of the aircraft where a selection of grumpy old aircrew were doing mysterious things. There was even a real navigator who would assist us sprogs with helpful tips like “ Are you sure about that steer “ and “ well, you missed that”.

Of the Beverley I have no experience, but I did have the privilege of working with the late Barry Chown, a Buccaneer navigator of renown, but before that he had another life as a Beverley (I think) siggie. He used to tell a story about a parade for a visiting dignitary in the Far East. Some senior officer had the brilliant idea that it would look most impressive if one of the resident Bevs would land in front of the parade and the Far East Air Force band were to march out of the back, resplendent in white dress uniforms, instrument glittering in the sunshine. . The rehearsal went fine but the SO decided that it took too long after the aircraft landed for the band to emerge. He decreed that the aircraft should land with the band already formed up in the freight bay. Come the day a little too much braking was required to stop at the appointed place. The doors opened, the ramp came down......... and a single bass drum rolled out!

[Old-Duffer]

The AD, as requested above, a couple of Beverley yarns.

The place is hot and humid, the year 65 or thereabouts and the task is to move a cargo of ammunition and other stuff across the mountains to another base.

The Beverley has a big hold and hence plenty of capacity, bulk wise but it’s always careful to make sure the payload doesn’t affect the range.

Anyway, the Army made up and packed the load which they then presented to the RAF air movements staff, together with a schedule of the load and its various weights and dimensions. The duty movements officer accepted the load (a bit like liar dice, I suppose) did not check weigh it or even a sample of it and it was duly put into the aircraft, with the trim sheet calculated using the offered weights.

The aircraft used almost every inch of the 6600 feet offered and staggers into the air. The crew then warn ATC that they are having problems and suspect they are significantly overweight. The captain decided that it was unlikely that he will be able to climb over the mountains and after considering the options decided to fly around the coast to the destination and on arrival, carried out an overweight landing procedure.

The load was offloaded and check weighed and is found to have been some 7000 lbs above the aircraft’s max AUW. Needless to say there was a big stink about it but it could so easily have been a fatal accident.

The second story was told at the RM Museum Eastney, Portsmouth on 12 Dec 12, the occasion of an event to mark 50th anniversary of the Brunei Revolt.

The British forces responded rapidly to the revolt and flew in troops and equipment to Labuan before getting across Brunei Bay.

It was decided to lift a company of the soldiers into an airfield on the Brunei coast and it would possibly be an opposed assault. The captain of the Beverley told how the clamshell doors had been removed and that the company would stand up in the hold and secured from falling out but capable of deplaning rapidly. He had decided on a ‘tactical approach’, difficult with the clatter of four Bristol Centaurus engines and told how he had approached from the sea, popped over the trees, slammed the aircraft on the ground and threw it into reverse – then, as he stated to huge laughter, ‘I opened my eyes’! Once the troops were gone in a matter of seconds, he roared off down the remainder of the airfield and took off. He recounted somewhat indignantly, that on return to Labuan a bullet hole was found in the fin.

There were two events that day which aren’t really to do with the Beverley but are worth telling.

First, Major General Julian Thompson invited those who attended to make a contribution and said a ‘silent collection’ would be taken – no coins only notes!

The second relates to an attack on the town of Limbang, in which 5 RM were killed but they released all the hostages, amongst them a young baby girl. One the RM corporals called Rawlinson, had been awarded an MM for the rescue and I was sitting at his table for the lunch. The principal host brought a woman to the table and introduced her to Rawlinson and the rest of us. The woman then said to Rawlinson: “You won’t remember me but I’m the baby whose life you saved and I’ve come from Australia to thank you” – there wasn’t a dry eye in the house!!

Old Duffer

[The AvgasDinosaur]

OD,
Thank you sir. Very much appreciated.
David AKA The Avgasdinosaur

[Chugalug2]

OD's overweight Beverley story reminds me of a tale told by a Hastings 48 Sqn captain. It didn't concern Hastings though but helicopters. He had been detached to the Borneo forward area during Confrontation as an Air Liaison Officer and part of his duties included raising manifests for troop and cargo loads. The helicopter pilots were barely able to clear the surrounding trees of their jungle clearing. All the troop weight figures used were standard, and as the troops concerned were Gurkhas he reasonably assumed that should have left room to spare. Nonetheless it was insisted that actual weights be used, so a set of Butchers Scales were hung on a tree branch and Gurkhas hung one by one by their webbing, and sure enough all were well under average weight. Then their kit was hung in their place. The branch groaned, the scales went to full tilt. The packs were opened to discover in the place of socks spare pairs of, etc ; extra grenades, ammo, knives, etc, etc. Normal operation was resumed thereafter.

[Cornish Jack]

Bevs could become overweight for reasons other than load. Took one out to Aden to replace another which we brought back for major servicing. Routed through Khartoum, significant for temperature/perf restrictions. Climb-out was painful and struggled to make the cruise. Later heard that, on stripdown, several thousand pounds of sand was recovered from between the freight bay floor and the skin - collected from years of operating 'up-country' strips in the Protectorate.

[Old-Duffer]

Re Chugalug2's post above, something similar was witnessed with 103 Sqn in Cyprus operating the Sycamore 14. The CO was one of several 'Prices' who commanded helicopter sqns and this one was JL.

The Sycamore had a small cabin and hot and high, performance was poor. JL decided that to get the most out of the beast, arbitrary weights should be replaced by weighing what was actually tasked to be carried. He procured some bathroom scales and these were carried around and used where possible and they did make a difference but four squaddies instead of three was an advantage!.

Ever after, JL was known as 'Bathroom Scales' to identify him from 'Tailrotor' (that was JW) or HT, who didn't have a nickname!

Old Duffer

[ACW342]

I was on duty as a controllers assistant in the Northern Dairies ops room when one of my colleagues took a handover from Midland (the a/c not only climbing out of their airspace but possibly still in the their overhead?) an unrestricted climb to an unspecified height , much to our surprise, was requested by the pilot. The aircraft was a Hastings of 1066 Flt out of our own airfield at Lindholme (Latterly HMP) I can't remember the year but it was probably'71. As far as I remember the a/c got somewhere in the region FL 290 - 310 . This was about 11:00 - 11:15. After coming off console I caught the 12:00 shift change bus back to Lindholme which was duly stopped at the traffic lights on the A614 whereupon that same aircraft we had been controlling came screaming? well, roaring down the runway at low level only to pull up and perform a "sort of" wingover type manoeuvre before turning downwind to land. I think the occasion was to mark the pilots last flight or similar. I'm sure there are others out there who can fill in the gaps in my memory.

A342

[Wwyvern]

Here is a Hastings story told me by a friend who was a captain on the type. I was holidaying with him and his wife in Singapore, 1966/67-ish. I have no idea if it is true. I assume the Hastings were operated out of Changi, but I could be wrong.

This was in the days before CRM. His colleague, also a Hastings captain, was returning from a task and joined very long finals for a Changi runway. As they neared the airfield, the captain, who was the handling pilot, called for whatever degrees of flap. The co-pilot replied on the lines of, "Very well, but I think you are a bit early for that." The captain made no reply but continued and landed.

After landing, the captain taxied his aircraft to the far end of the runway, stopped, and said to his crew, "The co-pilot is getting out now" and left the co-pilot to walk back to the office. The aircraft was then taxied back to dispersal.

[Ormeside28]

I rejoined the RAF in 1951 having left in 1947. After wings refresher on Harvard’s at Oakington and Wellingtons
at Swinderby, I was posted to Dishforth. I did the ground school for the Hastings, but no flying. I was posted to Topcliffe on the day that our King died. I was a sergeant at the time. The orderly sergeant came to my room and said “Do you want to go to East Africa tomorrow? Yes! Briefing at 5, take off at six. The new Queen was in East Africa, Mombasa, in the stand in Royal Yacht, the ShawSavill liner Gothic. The Queen had by now returned
to U.K. by BOAC, and we were to bring back her staff and luggage, including Rear Admiral Charles Lambe.
we took Hastings 491. Two Captains, two navigators, a Flight Engineer,a Signaller, a Loadmaster, and me.
Flying over France, I was standing between the two Captains and confessed that I had never flown a Hastings.
Consternation, so I was put in the Captains seat, strapped in, auto pilot switched off, and obviously coped. So I was able to do my share of the flying. Our first stop was El Aden, after nine hours. Then one hour stop. tea and fuel, and off again. 12.45 to Mombasa. One of the Captains was aSouth African, so when dawn came we were over Lake Rudolf with all the flamingos. He let down to 500 feet and we crossed Kenya, almost Safari Lovely.
when we landed at Mombasa we were taken to a very nice hotel for breakfast and sleep.
Take off was at 1800, no airport lights, so we had to be away before dark. Heavy aircraft now, so we had to land at Khartoum for fuel, and on our way again to Castle Benito. Now Idris. Fuel again and on our way to London. Over the Sahara on my stint, the Admiral asked me if he could sit in the other seat. Luckily he didn’t ask me how many hours I had on Hastings. When we landed in London, an equerry came to the aircraft. Said that he had been sent by the Queen to thank us. First RAF duty for the new Queen. Meal laid on in restaurant and then back to Topcliffe. What a trip

[Imagegear]

By going to Google Earth and searching for Long Pasir, Sabah, you wil find the villiage of Long Pasir. A few hundred metres to the west just before the river one can see the outline of the old airstrip that was used during Confrontation in the 1960s. This airstrip was originally built buy the RE and it needed a fair amount of earth moved to complete it. The answer to this was an Air Portable Grader, of which the only example was in Singapore. This was asked for and it was flown to Labuan complete with specialist dispatch crew.

Local knowledge was not required so they prepared the grader for dropping the next day. The Beverley took off, positioned for the run in to Long Pasir and at precisely the right moment the grader slid out of the back.

I have mentioned nylon parachutes before.

Returning to Google Earth if you look at there southern end the is a irregularly shaped hole filled with water. It would have been deeper but the Gurkhas just filled it in over the top.

I think you refer to Long Pasia, looks like the airstrip regularly floats since the water buffalos are wading up to the neck in the pictures.

004°24'25.47"N 115°43'28.39"E

IG

[hairy eng]

I was on duty as a controllers assistant in the Northern Dairies ops room when one of my colleagues took a handover from Midland (the a/c not only climbing out of their airspace but possibly still in the their overhead?) an unrestricted climb to an unspecified height , much to our surprise, was requested by the pilot. The aircraft was a Hastings of 1066 Flt out of our own airfield at Lindholme (Latterly HMP) I can't remember the year but it was probably'71. As far as I remember the a/c got somewhere in the region FL 290 - 310 . This was about 11:00 - 11:15. After coming off console I caught the 12:00 shift change bus back to Lindholme which was duly stopped at the traffic lights on the A614 whereupon that same aircraft we had been controlling came screaming? well, roaring down the runway at low level only to pull up and perform a "sort of" wingover type manoeuvre before turning downwind to land. I think the occasion was to mark the pilots last flight or similar. I'm sure there are others out there who can fill in the gaps in my memory.

A342
Hi ACW 342.. I was the air engineer on the flight you are talking about. I checked my log book and it was on 30 June 1972. The aircraft was one of our C Mk 1A reg TG 568. We had been on a round robin dropping people off at Cottesmore and Chivener. On the leg home we decided to see what altitude we could reach and we received clearance to FL 270. We made it after a protracted climb but the propeller rpm was very unstable. We were actually passed over to Northern Radar as a JP.. The captain was Des Pankhurst a wartime Sunderland pilot from New Zealand and one of the nicest guys you could ever meet. I joined 1066 son from 204 Sqn Ballykelly as a volunteer because I wanted to avoid the Majunga Support Unit that was forming at Honington. I had a great time at Lindhome and I really enjoyed the good old Hastings. I left 1066 Sqn for Nimrods in Feb 1973. I later flew on 747's as well as The Mighty Hunter.

[Fareastdriver]

Always written in my log book as Long Pasir so it must have been that spelling in 1966. My copy of the RAF Airstrip Directory published in 1969 has changed it to Long Pasia.

[Old-Duffer]

RAF Seletar in the 1960s was one of the largest and busiest airfields in the air force with transport and rotary wing aircraft in large numbers.

The Belvedere sqn (66), decided it would be a good little jape the hold a Dining In Night inside the aircraft and this was duly done, apparently with a table and chairs squashed in and the food handed up. Not to be outdone the Beverley sqn (34) went one better and they put a mess dining table in the hold and got airborne and flew around Singapore for a couple of hours holding a dinner in mess kit and with speeches and all.

I wasn’t there for either event but am reliably informed by several sources that this happened – and if it didn’t it should have done!!
OD

[Walkerman]

Here is a Hastings story told me by a friend who was a captain on the type. I was holidaying with him and his wife in Singapore, 1966/67-ish. I have no idea if it is true. I assume the Hastings were operated out of Changi, but I could be wrong.

This was in the days before CRM. His colleague, also a Hastings captain, was returning from a task and joined very long finals for a Changi runway. As they neared the airfield, the captain, who was the handling pilot, called for whatever degrees of flap. The co-pilot replied on the lines of, "Very well, but I think you are a bit early for that." The captain made no reply but continued and landed.

After landing, the captain taxied his aircraft to the far end of the runway, stopped, and said to his crew, "The co-pilot is getting out now" and left the co-pilot to walk back to the office. The aircraft was then taxied back to dispersal.

I think the Captain was a chap called George Luckings. The story was quite well known although I heard it all took place at Colerne where I was based from 1964 to 1967 before we changed over to the C130.

[Lyneham Lad]

34 Sqn at Seletar, 1966. (Taken with my half-frame Olympus on Agfacolor slide film)

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/542x800/34sqnseletar_800pxv2_fc5bdbde85e9fd18a411d0f82243fd82ee39a7e c.jpg

[Brian 48nav]

Walkerman

George Luckins was a Herc' skipper on 48 ( '67 -69 or 70 ) IIRC he was on Brits immediately before Hercs then went back to them after his Herc' tour.

A real character - I believe he was a Flt Eng at the tail end of WW2, maybe in Bomber Command, then shortly after the war was commissioned as a pilot. He was 44 when I was 22 so probably born in 1924. He retired in 1974.

[Mover1983]

Judith, George's wife, tells the story that, when George was a Britannia Captain, if the ground handling crew down route got wind that he was coming through, they would pay someone else to do they shift!

[Mover1983]

In 1960 an Abingdon Beverley was sent to Le Bourget to recover 7 Sqn Valiant ground equipment to RAF Honington after the Paris Air Show. The load included some very heavy nitrogen cylinders which were lashed laterally to the aft part of the cargo hold. A good lunch was enjoyed by all in the French Officers' Mess, including wine.
Returning somewhat late to the Beverley the captain, Ron Wing I think, made a rather spirited take off, at which point the cylinder lashings became loose and they were rolling around the cargo floor. Some fast work by the Quartermaster and Movers soon recovered the situation and all retuned safely to Honington.

[Cornish Jack]

Flew a number of times with George Luckins in Aden on Valettas. He was, indeed, an ex-Flt Eng. The Hastings co-pilot episode doesn't surprise me. Memories of being in a Cu Nim near Kirkuk with airspeed going from Vne to 70 kts and icicles in the astrodome, to a seatbelt testing approach to Salalah and a mutual IF detail with him and Don Huard which displaced every loose item in the aircraft.

[etudiant]

Here is a Hastings story told me by a friend who was a captain on the type. I was holidaying with him and his wife in Singapore, 1966/67-ish. I have no idea if it is true. I assume the Hastings were operated out of Changi, but I could be wrong.

This was in the days before CRM. His colleague, also a Hastings captain, was returning from a task and joined very long finals for a Changi runway. As they neared the airfield, the captain, who was the handling pilot, called for whatever degrees of flap. The co-pilot replied on the lines of, "Very well, but I think you are a bit early for that." The captain made no reply but continued and landed.

After landing, the captain taxied his aircraft to the far end of the runway, stopped, and said to his crew, "The co-pilot is getting out now" and left the co-pilot to walk back to the office. The aircraft was then taxied back to dispersal.

An interesting approach to CRM. Probably not approved any longer.
Nevertheless, considering the passive aggressive nature of the co-pilots comment, it may have been appropriate.

[Chugalug2]

We seem to be doing the "characters" which were numerous in the 60s. A quite well known one on the Hastings fleet was "Frosty" Winterbottom (who else?). Before my time at Changi he was renowned for somewhat elaborate japes such as slipping an Air Movements Officer armband onto his KD sleeve and once all the pax were seated prior to departure, go through a scripted dialogue of how the Captain had informed him that the Flight Time to Gan was such and such, the weather enroute was so and so, etc, wish them all a pleasant flight, exit down the pax stairs, sneak forward out of sight to the crew entrance ladder (never used in my time but a steep climb to the underfloor emergency exit in the Nav's "Bomb Aiming" compartment) and go to his captains seat. Having driven to Gan, he'd perform the whole ritual in reverse, and welcome the pax to Gan and tell them the local time and temperature. Needless to say, few noticed or cared that both AMOs were one and the same!

A more successful wheeze was to have the co-pilot take control of the auto pilot (each pilot had a simple turn, go up, go down, controller on their outboard coaming) and slump down in his seat so as to be invisible from the cabin. Frosty would attach a string to his own control wheel and another to the co-pilots, open the flight deck door wide and slowly and ponderously make his way down the cabin paying out his strings until he spotted a likely candidate for his ruse, usually the youngest and prettiest female pax. He would politely explain that he needed to answer a call of nature (the loos were right at the back of the cabin). Would she kindly hold the two strings, this one in her left hand, and this in her right? If she spotted the aircraft trying to turn left then simply tug on the right string, and if a right turn then ditto with the left. The co-pilot of course was ready to initiate such turns (with the Nav's agreement). Frosty wouldn't be long and he was very grateful for her help. The time that then elapsed depended on the gullibility of the victim and the necessary acquiescence of the more switched on pax.

Humour was different in those days, witness his other favourite joke which was to simply take a box of empty gin bottles to the flight deck before the pax boarded. Once airborne, on the hour, every hour, the flight deck door would be flung open and another empty tossed to the cabin floor. How they laughed! About the only trick he didn't pull to my knowledge (though I could be wrong) was the old one of dark glasses, white stick, and tapping his way to the flight deck after boarding pax. You have to draw the line somewhere!

Frosty later became an instructor pilot at 242 OCU Thorney Island. One night he was doing co-pilot dual training. The co-pilot would do the landing/arrival and Frosty would run the flap to the T/O setting, re-trim, say I have control and open up the throttles for a roller. He'd done this a few times already, but this time a car suddenly appeared ahead crossing the runway (those who know Thorney will remember the "level crossing" gates that prevented traffic crossing the runway on the road to the Officers Mess, OMQs, Church, etc during T/Os or Ldgs). Finger trouble by the SAC in the tower had obviously let this one through. Frosty made an appropriate utterance, went through his tidy up drill in double quick time, and poured on the coals. As soon as he had flying speed he hauled on the stick and managed to clear the car. Not much else was said, other than once downwind he told the tower that this would be a full stop landing. Once the shutdown checks were finished and the F700 signed off he headed back home towards his OMQ. To do so he had to pass the Officers Mess and felt he had at least earned a quick dram given the fright he had just experienced. A quick dram became a double, followed by another, but eventually he arrived home. He apologised for his tardiness and began to explain that he'd had a bit of a scare earlier. His wife cut him off, "Never mind about your little scares, I was almost run down by a Hastings tonight!". Poetic justice perhaps?

[ancientaviator62]

Another George Lucking's story was that he ordered the crew coach driver off the bus thinking he was just an airman scrounging a lift. Chug, could you recount your problem with a Hastings mainwheel and the subsequent BOI.

[DeanoP]

Apropros George Luckins, an apocryphal story:

After landing he boarded the crew coach and ordered an airman sitting in the coach, in a passenger seat, to get off as it was for the crew only. Once all the crew were on the coach and ready to go he found out that they did not have the coach driver!

[Chugalug2]

AA62:-
Chug, could you recount your problem with a Hastings mainwheel and the subsequent BOI.

Exercise Drumbeat required the detachment of some half dozen Hastings and crews to RAF West Raynham. Various missions ensued but the one in question required the movement of Italian troops from W Germany to Northolt. Duty duly carried out and we returned empty to WR. Almost immediately after landing (I was HP) the aircraft started veering right Progressively more rudder applied (we wheeled them on in those days so plenty of rudder effect). Still it veered right. Opened up #4 throttle in a desperate attempt to stay on the R/W. No go, so slammed it shut, pulled back hard to get the tailwheel down, and we took to the grass, still going right until suddenly the a/c veered even more to the right and the nose came down despite my efforts. We came to a grinding halt, nose buried in the grass in a classic prang pose. All the feather/fire buttons pushed, "evacuate, evacuate" given (or words to that effect). Flight Deck emergency exit (next to Flt Eng posn) used by everyone, the AQM had deployed the pax door escape rope only to find it didn't reach the ground in this tail high attitude! Apologies for the poor pic, a combination of poor photographer and AGFA slide rot :-


https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/2000x1342/drumbeat04_7c25486894ebc36c6b856eb1c0bef393aa4ff616.jpg

Star witness at subsequent BoI. "When you say you applied full rudder, which rudder was that?", etc. Everyone else had long since returned to Colerne and I was beginning to feel I might be fated for elsewhere. In the midst of yet another interrogation, Rex Oates the detachment EngO interrupted proceedings by announcing that they had removed the stbd main wheel to find it entirely separated around its circumference in the tyre well. It had thus locked on the axle bursting the tyre which resulted in the subsequent excursions. All interest in me suddenly ceased, the BoI continued with its deliberations and the Boss sent an aircraft over to sweep me up. As a kind gesture he had authorised me to captain the return flight. I was blessed with excellent bosses throughout!

It transpired that this was a "known fault" in these large single mainwheels which dated from WWII types like the Lanc and Halifax. As a driver it wasn't well known to me though. :( Subsequent reflection underlined how lucky we had been that the accident hadn't happened on the previous landing at Northolt with a full pax load onboard. That sentiment though probably wasn't shared by the Stn Cdr WR who now had a Cat 5 hulk in the middle of his pristine a/f with an AOCs inspection imminent....

[Null Orifice]

Chugalug2

I remember the incident as I was one of Rex Oakes' ground party and subsequent to 491 being placed in its more familiar tail down pose on the ground was sent back to WR to recover the V & A (Valuable and Attractive!!!) items from the imminently Cat 5 aircraft.
The whole incident was of particular annoyance to us all as the returning aircraft was to be our carriage back to Colerne. I did not see the whole episode due to our HQ (tent) being behind the grass bund but saw the aircraft downwind to land then some time later witnessed the top of the fin appearing above the bund.
Our interest was aroused and several of us jumped into the Land Rover and went to the scene. By then, all the drama was over and all on board were safely back on terra firma. I spoke to the Flt Eng, Dave H, a former 24 Sqdn ground crew member, who complained that he was brushed aside by the evacuating crew members as he dutifully completed his shutdown ritual. There was a story that somebody trod on his hand as they made their exit though the adjacent escape hatch.
We returned to base via Mildenhall which was the nearest airfield that open at that (much later) time of night - West Raynham having gone back to sleep. A few days later, after the aircraft had been released from investigation I, together with a couple of others, returned to remove the V&A items. By then, the otherwise empty freight compartment was rather insanitary with the contents of an Elsan somewhat forward of their usual position down the back.

[Null Orifice]

A quick tweek to Chugs' photo:
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/1200x803/hastings_wd491_west_raynham_27249240d7024407a38fd68c82501613 926fa6c3.jpg

[Cornish Jack]

Interesting photo but frustratingly hiding an area I wanted to examine - the DV window. The interest? When were in Aden, a Hastings operated a 'fill-in' delivery for us to Ataq, an up-country dirt strip with a small fort. On take-off for the return, it hit a goat with one main gear and ended up off the 'runway', in flames. The co-pilot, so the story goes, was a chap of ample girth but, with the aircraft burning merrily and Avgas fuel, he generated the impetus to escape via the DV window - a feat subsequently proved to be impossible. Anyone with details?
Re unconventional Bev uses. one of our AQMs - 'Mannie' Mercer' dedide to marry ( at age 60!!). His wedding reception was held in one of 47Sqdn's Bevs at Abingdon - tables and chairs laid out for the guests in the freight bay and (of course) a small band playing on the nose platform ... otherwise referred to as 'the bandstand'.
As to characters, both Hastings and Beverley , two immediately spring to mind - Hastings, 'Capt' Jack Huntingdon, once met never forgotten, 'A' Cat Master Pilot, with a turn of phrase which left no doubts as to intention and couched in words of minimum length!. On Bevs, also a M. Plt ,- Johnny Loveridge, 'A' Cat on Bevs and Hastings and the two of them were 'politically' embarrassing at a time when such aircraft Captains had to be commissioned. Thus, both were sent on the 'Rupert' course at Jurby. I believe that Capt Jack had two goes!
Jack was still in the Sgts' Mess at Dishforth when the first WRAF Loadies arrived for training - a certain amount of chaos ensued - especially around the ante-room card 'school'!

[ancientaviator62]

I heard that the 'Siggie' exited the stricken Hastings with his duty free. Perhaps he trod on the F/E.

[Chugalug2]

NO, thanks for the tweak. Through all the gathered detritus at least you can see full left rudder applied in answer to the BoI.

CJ, Another pic which may answer your question. It also shows Snowdrop, God-Botherer, and Doc all seeking custom. The previous pic showed the village Bobby set upon the same errand. :-

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/1212x807/drumbeat01_2_13407a396fe3b221318b7d63bee6a7b6be277fc0.jpg

[Cornish Jack]

Thank you C 2 - that does nicely. I can see that exiting via the DV window might well need some 'encouragement' from burning bang juice!
Re your 'known fault' mention, probably common to tail-traggers in general, certainly to the Valetta - as witness our Boss 'bagging' a Nairobi 'meat run', with the Wing Pilot in the rhs. Schedule was slated for an intermediate in Hargeisia, an uneven landing surface. Touchdown was slightly 'hot' and on the bounce they noticed a large black round object appearing ahead of them on the runway. The subsequent one-wheel arrival was relatively gentle!

[Warmtoast]

I was at Gan in 1958 and photo'd the first Beverley to visit Gan on 14th February 1958.

https://cimg9.ibsrv.net/gimg/pprune.org-vbulletin/640x303/image2_1262a300298a62a641789376f13124842e16c82f.jpg
My photo taken at Gan 14th February 1958
https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/640x368/image4_8a4f245ed7ec01dfc96486f445c5ea9500625742.jpg
This 47 Sqn Abingdon-based Beverley, serial number XB263, pilot F/Lt Peter Dudley, detached to FEAF flew in from RAF Negombo in Sri Lanka the advance contingent of Pakistani workers who were to do most of the construction work to convert Gan from a sleepy island with a short crushed-coral landing strip to a busy RAF staging post with an 8,694ft/2,650m long concrete runway.
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/636x383/image3_1ea865f5dd0ec75fd5ca5619d191cc4f51ad2e2b.jpg
The interesting point is that the nose of the aircraft sports the arms of the town of Abingdon (where it was based) and above that the arms the ribbon of the GSM annotated underneath "Malaya".
https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/800x533/image1_4cdf4affafcb3a18a2c05cdc3fffeff8a60a52a9.jpg
Beverley landing at Abingdon 1959
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/729x486/image5_adfed90f3ab398ad89151d0ba9d1da4f6ee34740.jpg
RAF Abingdon 1959. Hastings returns to Abingdon after a drop at nearby Weston-on-the-Green drop zone. Parachute door left open as Weston is about 10-miles up the road from Abingdon and just north of Oxford.
.

[ancientaviator62]

https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/1024x769/hastings_landing_roller_conveyor_5d341ff2c9e2cf08f61f841ab83 94642200267a5.jpg
We usually left the para doors off after para sorties as they were a pig to fit in the air and the chance of losing one was too great ! When we did an airdrop called 'Roller Conveyor' we flew with the cargo door removed as can be seen in the picture.

[Geriaviator]

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/1072x771/hastings_khormak_3b6d17291c38ea76f86965c6da478fb89b1a0ba3.jp g

A very much younger Geriaviator at Khormaksar in early 1953 with the Hastings which would take him back to Lyneham the following day. 'Pig' in the background was used for comms flights between various RAF stations, including one 'up country'. My father served with 8 Sqn which operated the unloved Bristol Brigand.

[Blossy]

Virtually everyone who flew the Brigand made disparaging comments but the one exception was James D 'Dougie' Oughton. He was a production line test pilot for Bristol and described it to me as a pussy cat! He flew many hours testing it in its intended role as a torpedo bomber but for various reasons it never served in that role.

[ancientaviator62]

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/781x586/hastings_hit_hut_ee21c6e41f6f4cd497febb69f2624378540fef3d.jp g
A friend has sent me this pic of a Hastings that hit a hut at Kai Tak. Can anyone shed any light on the incident ?

[huge72]

I know it's a thread drift but in 75 we had a Master Pilot Ken Shardlow as a Assistant Ops Controller in ATFOC at Upavon. He flew Brigands during the Malayan War. He as far as I know didn't dislike it, although he did say it would have been hard to get out of in an emergency.

[Cornish Jack]

One of the more remarkable events in Hastings history was the locked/reversed elevator incident. Sketchy memory says airborne and had to fly on trims only?? Anyone anything further?
The pics of return from WOTG revive memories of dispatching as No 2 or 3 and, once we had got the bags recovered, putting heads round the door frame to get a marvellous slipstream head massage!The pic of the 'wheelie' landing is a bit 'down market'! 'Proper' tail-dragger chaps insisted that the simultaneous contact of all three was the 'approved method'!:p Generally acknowledged that the Hastings was very much the most tricky to manage. Our transatlantic cousins went for wheelies or nose wheels - nuff said!;)

[Null Orifice]

AA62 - I can't throw any light on your Kai Tak incident but it brought to mind an incident 'somewhere in the Caribbean' when a Hastings struck a ground power unit while on an engine run. During the ground run the aircraft performed a partial pirouette and delivered a sharp whack (or several!) to the GPU that resulted in a lack of voltage, a consequent prop change and shock load test to the engine. All this took several days due to the exotic location, not that the crew were too upset.

[DeanoP]

Lots of Hastings stories on this website: 'Hastings Bangs and Prangs'

splashdown2.tripod.com

[The AvgasDinosaur]

Thank you everybody for your time and trouble contributing to this thread.
Very much appreciated
David

[Warmtoast]

Another photo/tale.
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/640x412/thornhill_irishastings_b3910c98cc110cae110746b46581639d25499 cb5.jpg
Hastings IRIS 2 - TG560 A photo from my album showing Hastings IRIS 2 (TG 560) making its annual visit to RAF Thornhill, S. Rhodesia in 1952. IRIS 2 was based at RAF Watton. This IRIS (Inspectorate of Radio Services) Hastings carried the Group Captain CO of IRIS and his team in their specially adapted aircraft to check whether signals standards and Air Traffic Control procedures at RAF stations were up to standard.

[salad-dodger]

Another photo/tale.
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/640x412/thornhill_irishastings_b3910c98cc110cae110746b46581639d25499 cb5.jpg
Hastings IRIS 2 - TG560 A photo from my album showing Hastings IRIS 2 (TG 560) making its annual visit to RAF Thornhill, S. Rhodesia in 1952. IRIS 2 was based at RAF Watton. This IRIS (Inspectorate of Radio Services) Hastings carried the Group Captain CO of IRIS and his team in their specially adapted aircraft to check whether signals standards and Air Traffic Control procedures at RAF stations were up to standard.
Bet they were always a welcome sight!

[Warmtoast]

IRIS. I came across them several times whilst I was a radio operator. Allegedly if one didn't do things by the book whilst in ATC, or if a transmitter or beacon was off frequency, this was reported and could lead to a black mark in one's book.

[Cornish Jack]

Oh, the dreaded IRIS! Rumours of their being out and about spread quickly and comms procedures improved markedly! ... unless, like one unfortunate, who was already airborne when they arrived unexpectedly. He was engaged in a 'difference of opinion' with a ground station and added a non-approved rider to his final message. IRIS picked it up and the culprit was summoned to explain. His attempted defence, that he was only making a closing remark for future contact -"See you next trip" (in brief form), was not accepted :suspect: and wrath descended!!:{

[Cornish Jack]

Memory further stirred re. Bevs - the Aden based Bevs had a run of engineering problems which left them with only one serviceable for some time. The callsign was MOBXG and it was soon after the change-over to the 'new' ICAO phonetics. One of my 'mates' who operated a lot on that aircraft 'modified' his callsign to MIKE OSCAR BLUNDERBUSS XMAS GURGLE and was happily contacted as 'Xmas Gurgle' for a while!

[Chugalug2]

NO, your Caribbean extended stopover tale reminded me of an incident at the Castle Harbour Hotel at Bermuda. The crew were enjoying some sippers on the veranda when we were approached by an American gentleman:-
"Pardon me, I couldn't help overhearing your conversation and assume you are English. Would you by any chance have something to do with that aircraft (pointing across the bay to the airfield)?
Well, yes that's our aircraft, we are its crew.
"I've not come across that before, what is it called?"
It's a Handley Page Hastings of the Royal Air Force
"Excuse me for saying so but it must be quite elderly now."
It is and we will be replacing them with the Lockheed Hercules next year.
"That's very interesting. I have a collection of transport aircraft at home and would really like one to add to them. Would the RAF be willing to sell it do you think?"
I don't know. I suppose it would rather depend on how much you were offering.
"Well, I bought a USAF DC-4 for $6000, would that be acceptable?"
I can ask for you if that's a definite offer.
"It is, and I'd throw in the return airfares for the crew from Texas to England."
Right, give me your details and I'll send a signal to our HQ.
And so the signal was sent naming our wealthy new friend and the address of his Ranch. The reply from Upavon was Ops Immediate and tersely read "Proceed on itinerary as ordered".
Horses and water....

[QuePee]

Bet they were always a welcome sight!
IRIS


I have posted previously on PPRuNe of my father's association with the IRIS series of aircraft. Mention of the visit of the Hastings to Bulawayo reminded me that somewhere I had an article that was in my father's possessions relating to a flight of a previous IRIS, this time Lancaster PA447 to S Rhodesia and then on to the Far East. We were stationed at RAF Watton at the time, in fact that is where I was born. Dad was posted to RAF Marham on Canberras and we left before the IRIS flight moved on to Hastings. Anyway attached is the article (if I succeed), I have no idea where it came from probably Air Clues or some such.

QP
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1460x2000/iris_pa447_773566611ba4f8751d7e6ea429ee4df08fd2446f.jpg

[salad-dodger]

Thank you QuePee, very interesting. Quite a trip for a Lanc!

[DeanoP]

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/2000x1316/pict0013_0c6fe9d449c9358abace31a494f1089ace466286.jpeg
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/2000x1333/pict0056_4b4d2d2c612a526b767566bc53c5a016a9e038f2.jpeg
Resupply at Lodwar A/F N. Kenya 1962 30 Sqn based at RAF Eastleigh
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/2000x1333/pict0178_51d3370224421ce9f101e5f84bbc48c20c5dbecc.jpeg
At RAF Eastleigh 30 Sqn Beverleys
https://cimg5.ibsrv.net/gimg/pprune.org-vbulletin/1360x2000/pict0179_e5412274f475106fe02e96260b73be7893ebb236.jpeg
Resupply at Lodwar A/F N. Kenya 1962
https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/2000x1325/pict0108_40ed2cac3bf5c62710a9b62d28edb2cd017336c0.jpeg
Passing Mt Kenya in a Pembroke to Lodwar A/F 1962
https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/2000x1316/pict0174_a0b46a8581cd12dc4e8dfe8a5577f866249566ca.jpeg
Pembroke at RAF Eastleigh 1962
https://cimg8.ibsrv.net/gimg/pprune.org-vbulletin/2000x1325/pict0124_5d7fca35c1ed915947884e35cfb7062f3ebc0667.jpeg
Resupply at Lodwar A/F N. Kenya 1962 Beverley on right. Extremely hot !
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/2000x1316/pict0128_b3ba06c60194f893781258bbeb777f175629face.jpeg
Pembroke and Kenya Police Air Wing Cessna at Lodwar 1962

https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/2000x1333/pict0131_6e7d4d0a5e0f6fc108bde873b4b71b4354a26d58.jpeg
Lodwar A/F N Kenya
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/2000x1325/pict0126_354986504efb945a3ebef99a3763d63f96923700.jpeg
Signal lorries at Lodwar

[Shackeng]

In Nairobi with 53 Squadron Bev’s from Abingdon for flood relief operating out of the brand new Embakasi airport in ‘59 or’60. Understaffed as usual, in the middle of the night I was tasked with refilling the overload oil tank on one A/C. WWII era re-oiling trolley positioned under port wing. Clamber up through freight bay to flight deck, back through Nav/Sig station and out onto port wing. Attach rope near oil filler on wing and throw remainder down over leading edge. Clamber back down and attach rope to trolley hose nozzle. Clamber back up, haul up nozzle and hose, lock the nozzle trigger open with a GS screwdriver and fix in oil filler. Back down again (think Gerard Hoffnung ‘The Bricklayers Story’), start the notoriously unreliable trolley engine and start the oil flowing. Climb back up, check it’s coming through OK, back down off the wing into the inner dog kennel to monitor the oil gauge(s?) on the 120 gallon overload tanks. The flow is painfully slow, due to the ancient trolley operating at over 5000’, and level creeps up ever more slowly, until it eventually stops at about 3/4 full. Climb back down assuming trolley is empty or engine stopped, (did you spot my error there?). Engine still running and trolley not empty. Dawn is now on the horizon, I am absolutely knackered and as I lean on the trolley gazing into the early light in the distance trying to engage brain, I realise that a large portion of the dawn sky is obscured by a black curtain hanging from the inboard section of the port wing. My tired brain could not compute, so I walked back to push the curtain aside. You are no doubt ahead of me here, due a malfunctioning gauge, I had pumped xxx gallons of oil all over a large area of pristine white concrete of Kenya’s pride and joy brand new airport. Cue panic stations, swiftly back to the line office to own up to EngO, Bill ‘Yacker’ Yates, ex-Catalina FE, who quickly organised a working party to move all 3(4?) of our a/c to a clean area a few hundred yards away before it was light, shovel readily available bondu sand on the oil slick, scoop it up and spread it off the concrete in the bushes. Whether the authorities ever realised we were responsible for the eyesore black patch I never knew. Perhaps as we were there on an aid mission, dropping food to people isolated by the floods, they chose to ignore it. As you can tell, the humiliation has stayed with me for over 60 years.

[Geriaviator]

Now it can be told ... What a lovely story, thank you!

[Haraka]

Years ago I was in the right hand seat (LHS Fred Da Costa) of a unique Handley Page Hastings transport (WD480) that had been configured with an external "bath tub" bomb bay. From Farnborough we went up to West Freugh in Scotland to do statistical testing of sonobuoys dropped in to the local Atlantic. The things had to work (including sinking after 24 hours ) before the whole batch was accepted by MoD.
Well there was,of course, a "wonders and blunders" small boat in the range to monitor proceedings . We trundled in , dropping the bloody things one at a time close to the boat. "Closer .,Closer!",was the cry from the boat.
At this point Tom Clarkson ( ex 617 who knew Gibson) called up from his Engineer Station downstairs and said "Let me take it from the parachute dropping window" which was under the nose.
Tom went down and we had the traditional "Left, left , steady, right a bit "etc.
Then he announced "O.K;. Dropped! Close enough?"https://ssl.gstatic.com/ui/v1/icons/mail/profile_mask2.png
We then had an admission from the boat.
The sonobuoy had entered the water one side of the craft and bobbed up the
other. :)

[ICM]

There are times when it would be good to have a 'Like' button here - and that's one of them.

[lauriebe]

I was at Gan in 1958 and photo'd the first Beverley to visit Gan on 14th February 1958.

https://cimg9.ibsrv.net/gimg/pprune.org-vbulletin/640x303/image2_1262a300298a62a641789376f13124842e16c82f.jpg
My photo taken at Gan 14th February 1958
https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/640x368/image4_8a4f245ed7ec01dfc96486f445c5ea9500625742.jpg
This 47 Sqn Abingdon-based Beverley, serial number XB263, pilot F/Lt Peter Dudley, detached to FEAF flew in from RAF Negombo in Sri Lanka the advance contingent of Pakistani workers who were to do most of the construction work to convert Gan from a sleepy island with a short crushed-coral landing strip to a busy RAF staging post with an 8,694ft/2,650m long concrete runway.
https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/636x383/image3_1ea865f5dd0ec75fd5ca5619d191cc4f51ad2e2b.jpg
The interesting point is that the nose of the aircraft sports the arms of the town of Abingdon (where it was based) and above that the arms the ribbon of the GSM annotated underneath "Malaya".
https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/800x533/image1_4cdf4affafcb3a18a2c05cdc3fffeff8a60a52a9.jpg
Beverley landing at Abingdon 1959
https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/729x486/image5_adfed90f3ab398ad89151d0ba9d1da4f6ee34740.jpg
RAF Abingdon 1959. Hastings returns to Abingdon after a drop at nearby Weston-on-the-Green drop zone. Parachute door left open as Weston is about 10-miles up the road from Abingdon and just north of Oxford.
.

Beverley XB263/K of 47 Sqn was en route back to the UK after a proving flight to the Far East at the time Warmtoast's photos were taken. The aircraft had conducted various trials and given demos of it's capabilities in a tropical climate.

The "award" of the GSM Malaya came about when the aircraft carried out an operational drop of men from B Sqn, 22 SAS, on 9 Feb 58, in the Sekinchan area of Perak, Malaya. They were hunting a group of CTs led by Ah Hoi.

[Warmtoast]

Beverley XB263/K of 47 Sqn was en route back to the UK after a proving flight to the Far East at the time Warmtoast's photos were taken. The aircraft had conducted various trials and given demos of it's capabilities in a tropical climate.

The "award" of the GSM Malaya came about when the aircraft carried out an operational drop of men from B Sqn, 22 SAS, on 9 Feb 58, in the Sekinchan area of Perak, Malaya. They were hunting a group of CTs led by Ah Hoi.
LaurieB
Thanks indeed for these details, I didn't know of these when I photographed this Beverley at Gan 63-years ago!
WT

[lauriebe]

LaurieB
Thanks indeed for these details, I didn't know of these when I photographed this Beverley at Gan 63-years ago!
WT

WT, most welcome sir.

A short account of the drop and ground operation, and a couple of additional photos of the aircraft, from one of the troopers involved is on pages 8/9 of the link below:

http://raf-butterworth-penang-association.org.uk/newsletter/backnumbers/Issue_37_Christmas_2013.pdf